JP2009140705A - Relay terminal and vehicular driving device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a relay terminal absorbing positional displacement of a male terminal and smoothing connection of terminals, and a vehicular driving device in which the relay terminal is used. <P>SOLUTION: The relay terminal 80 is provided with a female terminal 81 and a female terminal 82. In the female terminal 81, an insert aperture 83 opening with a long length direction and a short length direction is formed. In the insert aperture 83, a tab 71 is inserted so that a position thereof is regulated in the short length direction and allowed to move in the long length direction. In the female terminal 82, an insert aperture 84 opening with a long length direction and a short length direction is formed. In the insert aperture 84, a tab 72 is inserted so that a position thereof is regulated in the short length direction and allowed to move in the long length direction. The female terminal 81 is provided integrally with the female terminal 82. The female terminal 81 and the female terminal 82 are combined so that the long length direction of the insert aperture 83 and the long length direction of the insert aperture 84 intersect perpendicularly. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention generally relates to a relay terminal and a vehicle drive device, and more specifically to a relay terminal having female terminals at both ends and a vehicle drive device using the relay terminal.

  Regarding a conventional relay terminal, for example, Japanese Patent Application Laid-Open No. 2-273482 discloses a relay terminal intended to cope with a positional shift occurring in a mating male terminal (Patent Document 1). The relay terminal disclosed in Patent Document 1 is a female-female terminal in which a male terminal is fitted and connected from both sides. Each female terminal is provided with an elastic contact piece for applying an elastic force to the connected male terminal. The elastic contact pieces provided on each female terminal are connected to each other by a connecting portion having elasticity.

Japanese Patent Application Laid-Open No. 2007-99121 discloses a drive device for a hybrid vehicle that integrates an inverter to reduce the size (Patent Document 2). In Patent Document 2, a motor generator, a power split mechanism, and a power control unit are housed and integrated in a metal case.
Japanese Patent Laid-Open No. 2-273482 JP 2007-99121 A

  As disclosed in Patent Document 1 described above, there is a terminal structure that ensures the connection between the female terminal and the male terminal by applying an elastic force to the male terminal that is fitted and connected to the female terminal. In such a terminal structure, the position of the male terminal is restricted in the direction in which the elastic force acts. For this reason, when the male terminal is connected to the female terminal, the displacement of the male terminal in the direction in which the elastic force acts cannot be absorbed, and the terminal may not be connected smoothly. Further, in Patent Document 1, the elastic contact piece is made movable by the connecting portion having elasticity to try to absorb the positional deviation. However, when the amount of bending of the elastic contact piece is small, the positional deviation cannot be sufficiently absorbed.

  Accordingly, an object of the present invention is to solve the above-described problem, and to provide a relay terminal that absorbs misalignment of a male terminal and facilitates connection of the terminal, and a vehicle drive device using the relay terminal. It is.

  The relay terminal according to the present invention includes a first female terminal and a second female terminal. The first female terminal is formed with a first insertion opening that has a longitudinal direction and a lateral direction and opens. The first male terminal is inserted into the first insertion port in a state where the position is regulated in the short direction and the movement is allowed in the long direction. The second female terminal is formed with a second insertion opening that has a longitudinal direction and a short direction. The second male terminal is inserted into the second insertion port in a state where the position is regulated in the short direction and the movement is allowed in the long direction. The second female terminal is provided integrally with the first female terminal. The first female terminal and the second female terminal are combined so that the longitudinal direction of the first insertion port and the longitudinal direction of the second insertion port are orthogonal to each other.

  The first insertion port and the second insertion port have a relatively large opening length in the longitudinal direction and a relatively small opening length in the short direction.

  According to the relay terminal configured in this way, the first male terminal when inserted into the first insertion port is short by making the longitudinal direction of the first insertion port orthogonal to the longitudinal direction of the second insertion port. The displacement in the hand direction is absorbed by the movement of the second male terminal along the longitudinal direction, and the displacement in the short direction of the second male terminal when inserted into the second insertion slot is along the longitudinal direction. It can be absorbed by the movement of the first male terminal. Thereby, the connection of the 1st male terminal and the 2nd male terminal to the 1st female terminal and the 2nd female terminal can be made smooth.

  Preferably, the relay terminal includes an elastic member that applies an elastic force to the first male terminal and the second male terminal, and presses the first male terminal and the second male terminal to the first female terminal and the second female terminal, respectively. Further prepare. The direction in which the elastic force acts on the first male terminal and the second male terminal coincides with the short direction of the first insertion port and the second insertion port. According to the relay terminal configured as described above, the above-described effects can be obtained in the relay terminal in which the position of the male terminal in the short direction is regulated by press contact with the female terminal.

  Preferably, the relay terminal is formed of an insulating material by holding a plurality of sets of first female terminals and second female terminals and a plurality of sets of first female terminals and second female terminals integrally with a space therebetween. A holding member. According to the relay terminal configured as described above, it is possible to ensure insulation between adjacent terminals and to handle a plurality of sets of first female terminals and second female terminals integrally.

  A vehicle drive device according to the present invention is a vehicle drive device in which any of the above-described relay terminals is used. The vehicle drive device includes a rotating electrical machine that generates a driving force, a power control unit that controls the rotating electrical machine, and a case body to which the power control unit is fixed. The first male terminal and the second male terminal are provided on the power control unit and the case body, respectively. According to the vehicle drive device thus configured, the connection between the first male terminal provided on the power control unit and the second male terminal provided on the case body simultaneously with the assembly of the power control unit to the case body. Can be performed. At this time, the position shift of the power control unit with respect to the case body can be absorbed by the relay terminal.

  Preferably, the rotating electrical machine is housed in a case body, and the rotating electrical machine and the power control unit are integrated. According to the vehicle drive device configured as described above, the above-described effects can be obtained in the vehicle drive device in which the rotating electrical machine and the power control unit are integrated.

  As described above, according to the present invention, it is possible to provide a relay terminal that absorbs misalignment of the male terminal and facilitates connection of the terminal, and a vehicle drive device using the relay terminal.

  Embodiments of the present invention will be described with reference to the drawings. In the drawings referred to below, the same or corresponding members are denoted by the same reference numerals.

  FIG. 1 is a circuit diagram showing a configuration relating to motor generator control of a hybrid vehicle. A hybrid vehicle uses an internal combustion engine such as a gasoline engine or a diesel engine and a motor supplied with power from a chargeable / dischargeable secondary battery (battery) as a power source.

  Referring to FIG. 1, the hybrid vehicle includes a battery unit 40, a vehicle drive device 20, and an engine (not shown). The vehicle drive device 20 includes motor generators MG1 and MG2 as rotating electric machines that function as an electric motor and a generator, a power split mechanism 26 that distributes power between the engine and the motor generators MG1 and MG2, and a motor generator MG1. , And a power control unit (PCU: Power Control Unit) 21 for controlling MG2.

  The battery unit 40 is provided with terminals 41 and 42. The vehicle drive device 20 is provided with DC terminals 43 and 44. A cable 6 and a cable 8 are electrically connected between the terminal 41 and the DC terminal 43 and between the terminal 42 and the DC terminal 44, respectively. The vehicle drive device 20 is provided with an MG1 terminal block 58 that electrically connects the PCU 21 and the motor generator MG1, and an MG2 terminal block 59 that electrically connects the PCU 21 and the motor generator MG2. ing.

  The battery unit 40 includes a battery B, a system main relay SMR2 connected between the positive electrode of the battery B and the terminal 41, a system main relay SMR3 connected between the negative electrode of the battery B and the terminal 42, a battery A system main relay SMR1 and a limiting resistor R are connected in series between the positive electrode of B and the terminal 41. System main relays SMR1 to SMR3 are controlled to be in a conductive / nonconductive state in accordance with a control signal SE given from control device 30 described later.

  The battery unit 40 includes a voltage sensor 10 that measures a voltage VB between terminals of the battery B, and a current sensor 11 that detects a current IB flowing through the battery B. As the battery B, a secondary battery such as nickel hydride or lithium ion, a fuel cell, or the like can be used. As the power storage device that replaces the battery B, a large-capacity capacitor such as an electric double layer capacitor may be used.

  PCU 21 includes inverters 22, 14 provided corresponding to motor generators MG 1, MG 2, boost converter 12 provided in common with inverters 22, 14, and control device 30.

  Boost converter 12 boosts the voltage between DC terminals 43 and 44. Boost converter 12 includes a reactor 32 having one end connected to terminal 43, a boosting IPM (Intelligent Power Module) 13, and a smoothing capacitor 33. Boosting IPM 13 includes IGBT elements Q1 and Q2 connected in series between the output terminals of boosting converter 12 that outputs boosted voltage VH, and diodes D1 and D2 connected in parallel to IGBT elements Q1 and Q2, respectively. including. Smoothing capacitor 33 smoothes the voltage boosted by boost converter 12.

  Reactor 32 has the other end connected to the emitter of IGBT element Q1 and the collector of IGBT element Q2. The cathode of diode D1 is connected to the collector of IGBT element Q1, and the anode of diode D1 is connected to the emitter of IGBT element Q1. The cathode of diode D2 is connected to the collector of IGBT element Q2, and the anode of diode D2 is connected to the emitter of IGBT element Q2.

  Inverter 14 converts the DC voltage output from boost converter 12 into three-phase AC and outputs the same to motor generator MG2 that drives the wheels. Inverter 14 returns the electric power generated in motor generator MG2 to boost converter 12 along with regenerative braking. At this time, boost converter 12 is controlled by control device 30 to operate as a step-down circuit.

  Inverter 14 includes a U-phase arm 15, a V-phase arm 16, and a W-phase arm 17 that constitute a traveling IPM 18. U-phase arm 15, V-phase arm 16 and W-phase arm 17 are connected in parallel between the output lines of boost converter 12.

  U-phase arm 15 includes IGBT elements Q3 and Q4 connected in series, and diodes D3 and D4 connected in parallel with IGBT elements Q3 and Q4, respectively. The cathode of diode D3 is connected to the collector of IGBT element Q3, and the anode of diode D3 is connected to the emitter of IGBT element Q3. The cathode of diode D4 is connected to the collector of IGBT element Q4, and the anode of diode D4 is connected to the emitter of IGBT element Q4.

  V-phase arm 16 includes IGBT elements Q5 and Q6 connected in series, and diodes D5 and D6 connected in parallel with IGBT elements Q5 and Q6, respectively. The cathode of diode D5 is connected to the collector of IGBT element Q5, and the anode of diode D5 is connected to the emitter of IGBT element Q5. The cathode of diode D6 is connected to the collector of IGBT element Q6, and the anode of diode D6 is connected to the emitter of IGBT element Q6.

  W-phase arm 17 includes IGBT elements Q7, Q8 connected in series, and diodes D7, D8 connected in parallel with IGBT elements Q7, Q8, respectively. The cathode of diode D7 is connected to the collector of IGBT element Q7, and the anode of diode D7 is connected to the emitter of IGBT element Q7. The cathode of diode D8 is connected to the collector of IGBT element Q8, and the anode of diode D8 is connected to the emitter of IGBT element Q8.

  An intermediate point of each phase arm is connected to each phase end of each phase coil of motor generator MG2. That is, motor generator MG2 is a three-phase permanent magnet synchronous motor, and one end of each of three coils of U, V, and W phases is connected to a neutral point. The other end of the U-phase coil is connected to a connection node of IGBT elements Q3 and Q4. The other end of the V-phase coil is connected to a connection node of IGBT elements Q5 and Q6. The other end of the W-phase coil is connected to a connection node of IGBT elements Q7 and Q8.

  Current sensor 25 detects a current flowing through motor generator MG1 as motor current value MCRT1, and outputs motor current value MCRT1 to control device 30. Current sensor 24 detects the current flowing through motor generator MG2 as motor current value MCRT2, and outputs motor current value MCRT2 to control device 30.

  Inverter 22 is connected to boost converter 12 in parallel with inverter 14. Inverter 22 converts the DC voltage output from boost converter 12 to three-phase AC and outputs the same to motor generator MG1. Inverter 22 receives the boosted voltage from boost converter 12 and drives motor generator MG1 to start the engine, for example.

  Inverter 22 also returns electric power generated by motor generator MG1 to boost converter 12 by the rotational torque transmitted from the crankshaft of the engine. At this time, boost converter 12 is controlled by control device 30 to operate as a step-down circuit. Since the internal configuration of inverter 22 is the same as that of inverter 14, detailed description will not be repeated.

  Control device 30 receives torque command values TR1, TR2, motor rotation speeds MRN1, MRN2, voltages VB, VL, VH, current IB values, motor current values MCRT1, MCRT2, and start signal IGON.

  Here, torque command value TR1, motor rotational speed MRN1 and motor current value MCRT1 are related to motor generator MG1, and torque command value TR2, motor rotational speed MRN2 and motor current value MCRT2 are related to motor generator MG2. . The voltage VB is the voltage of the battery B, and the current IB is a current flowing through the battery B. Voltage VL is a voltage before boost of boost converter 12, and voltage VH is a voltage after boost of boost converter 12.

  Control device 30 outputs to boost converter 12 a control signal PWU for giving a boost instruction, a control signal PWD for giving a step-down instruction, and a signal CSDN for instructing prohibition of operation.

  Control device 30 converts drive instruction PWMI2 for converting a DC voltage, which is an output of boost converter 12 to inverter 14, into an AC voltage for driving motor generator MG2, and an AC voltage generated by motor generator MG2 as a DC voltage. And a regeneration instruction PWMC2 for returning to the step-up converter 12 side. Control device 30 converts drive voltage PWMI1 for converting a DC voltage into an AC voltage for driving motor generator MG1 for inverter 22, and an AC voltage generated by motor generator MG1 for converting to DC voltage. The regeneration instruction PWMC1 to be returned to the side is output.

  Next, the structure of the vehicle drive device 20 in FIG. 1 will be described. FIG. 2 is a plan view showing an engine room of the hybrid vehicle.

  Referring to FIG. 2, an engine room 51 in which an engine 52 is mounted is provided in front of the hybrid vehicle. The engine room 51 is formed between the front bumper 53 and the dashboard panel 54. The dashboard panel 54 is a panel that partitions the engine room 51 and the vehicle compartment.

  The vehicle drive device 20 is accommodated in the engine room 51. The vehicle drive device 20 is provided adjacent to the engine 52 in the vehicle width direction. A motor generator MG1 is arranged at a position adjacent to the engine 52. A motor generator MG2 is arranged on the opposite side of the engine 52 to the motor generator MG1. Engine 52, motor generator MG1 and motor generator MG2 are arranged in the vehicle width direction. A power split mechanism 26 is arranged between motor generator MG1 and motor generator MG2.

  The axes that serve as the rotation centers of motor generator MG1 and motor generator MG2 are represented as rotation axis 201 and rotation axis 202, respectively. The rotating shaft 201 and the rotating shaft 202 extend in the vehicle width direction in parallel with each other. Motor generator MG1 is arranged such that rotating shaft 201 and the crankshaft of engine 52 are coaxial. Motor generator MG2 is positioned with respect to motor generator MG1 such that rotating shaft 202 is offset to the rear of the vehicle relative to rotating shaft 201. With such a configuration, a space is formed in front of the motor generator MG2 in the vehicle, and the PCU 21 is disposed in this space.

  Vehicle drive device 20 includes a motor case 60 that houses motor generators MG <b> 1 and MG <b> 2 and power split mechanism 26. The motor case 60 is made of a metal such as aluminum. The PCU 21 is fixed to the motor case 60.

  The motor case 60 includes an MG1 case 61 that houses the motor generator MG1, and an MG2 / inverter case 62 that houses the motor generator MG2 and the PCU 21. The MG1 case 61 has a shape extending from the engine 52 in a tubular shape in the vehicle width direction. The MG2 / inverter case 62 is disposed adjacent to the MG1 case 61 in the vehicle width direction, and is connected to the MG1 case 61.

  In motor case 60, a space 56 for accommodating motor generators MG1, MG2 and a space 57 for accommodating PCU 21 are formed. The motor case 60 includes a wall portion 65 that partitions the space 56 and the space 57. The wall 65 is formed in the MG2 / inverter case 62. The wall part 65 includes a front part 64 as a first wall part and a side part 63 as a second wall part. Front portion 64 extends in the vehicle width direction and separates motor generator MG2 and PCU 21 from each other. The side part 63 rises from the periphery of the front part 64 and extends in the vehicle front-rear direction. Side portion 63 separates motor generator MG1 and PCU 21 from each other. The already described MG1 terminal block 58 in FIG. 1 is provided on the side portion 63, and the MG2 terminal block 59 is provided on the front portion 64.

  Motor generator MG1 and motor generator MG2 include tab 78 and tab 77, which are male terminals, respectively. The tab 78 and the tab 77 are provided directly on the motor generator MG1 and the motor generator MG2, respectively. Tab 78 and tab 77 extend from the stators of motor generator MG1 and motor generator MG2, respectively. The tab 78 and the tab 77 are connected to the MG1 terminal block 58 and the MG2 terminal block 59, respectively.

  The PCU 21 includes a tab 71 and a tab 76 which are male terminals. The tab 71 and the tab 76 are provided directly on the PCU 21. The tab 71 and the tab 76 extend from the IPM 27 configured to include the traveling IPM 18 and the boosting IPM 13 in FIG. The tab 71 and the tab 76 are connected to the MG2 terminal block 59 and the MG1 terminal block 58, respectively.

  FIG. 3 is a perspective view showing the relay terminal in the embodiment of the present invention built in the MG2 terminal block in FIG. Referring to FIG. 3, relay terminal 80 includes a female terminal 81 to which tab 71 is connected and a female terminal 82 to which tab 72 is connected. The female terminal 81 and the female terminal 82 are provided integrally. That is, the female terminal 81 and the female terminal 82 are provided in a form that cannot be separated from each other. The tab 71 and the tab 72 are connected to the female terminal 81 and the female terminal 82 from opposite directions along the same axis. The relay terminal 80 is made of metal and conducts between the tab 71 connected to the female terminal 81 and the tab 72 connected to the female terminal 82.

  The female terminal 81 is formed with an insertion slot 83 into which the tab 71 is inserted, and the female terminal 82 is formed with an insertion slot 84 into which the tab 72 is inserted. The insertion port 83 opens in a substantially rectangular shape having a longitudinal direction (direction shown by an arrow 101) and a short direction (direction shown by an arrow 102). The insertion port 83 has a relatively large opening width in the longitudinal direction and a relatively small opening width in the short direction. The insertion port 84 opens in a substantially rectangular shape having a longitudinal direction (direction shown by an arrow 103) and a short direction (direction shown by an arrow 104). The insertion port 84 has a relatively large opening width in the longitudinal direction and a relatively small opening width in the lateral direction. In the present embodiment, the longitudinal direction of the insertion port 83 is perpendicular to the short direction, and the longitudinal direction of the insertion port 84 is perpendicular to the short direction.

  In addition, the opening surface of the insertion port 83 and the insertion port 84 should just be formed with a longitudinal direction and a transversal direction, for example, may be formed in an ellipse, an ellipse, a polygon.

  FIG. 4 is a cross-sectional view of the relay terminal along the line IV-IV in FIG. FIG. 5 is a cross-sectional view of the relay terminal along the line VV in FIG.

  3 to 5, the relay terminal 80 includes a leaf spring 86 as an elastic member provided inside the insertion port 83. The leaf spring 86 causes an elastic force along the short direction of the insertion opening 83 to act on the tab 71, and the tab 71 is pressed against the female terminal 81 by the elastic force. With such a configuration, the tab 71 is inserted into the insertion port 83 in a state where the position is restricted in the short direction of the insertion port 83 where the elastic force acts on the tab 71. On the other hand, the opening width in the longitudinal direction of the insertion port 83 is larger than the width of the tab 71 in the same direction, and a gap is formed between the tab 71 and the inner wall of the female terminal 81 in the longitudinal direction of the insertion port 83. Yes. With such a configuration, the tab 71 is inserted into the insertion port 83 in a state of being movable in the longitudinal direction of the insertion port 83. The female terminal 82 has the same shape as the female terminal 81, and the tab 72 is restricted in position in the short direction of the insertion slot 84 where the elastic force acts on the tab 72, and is movable in the longitudinal direction of the insertion slot 84. It is inserted into the insertion port 84 in a state.

  Referring to FIG. 3, female terminal 81 and female terminal 82 are combined such that the longitudinal direction of insertion port 83 and the longitudinal direction of insertion port 84 are orthogonal to each other. In the present embodiment, the female terminal 81 and the female terminal 82 are combined so that the short direction of the insertion port 83 and the short direction of the insertion port 84 are orthogonal to each other. That is, the female terminal 81 and the female terminal 82 are such that the longitudinal direction of the insertion port 83 and the short direction of the insertion port 84 coincide, and the short direction of the insertion port 83 and the longitudinal direction of the insertion port 84 coincide. Are combined.

  FIG. 6 is a perspective view showing the MG2 terminal block in FIG. FIG. 7 is an exploded view showing the MG2 terminal block in FIG. Referring to FIGS. 6 and 7, MG2 terminal block 59 includes relay terminals 80U, 80V, 80W provided corresponding to the U phase, V phase, and W phase of motor generator MG2.

  The MG2 terminal block 59 includes a base 89 and a housing 87 as a holding member. The housing 87 is made of an insulating material. A plurality of insertion holes 88 are formed in the housing 87, and relay terminals 80 U, 80 V, and 80 W are inserted into the insertion holes 88. The relay terminals 80U, 80V, 80W are held at a distance from each other by the housing 87. With such a configuration, insulation between the U-phase, V-phase, and W-phase terminals is ensured. The base 89 is fixed to the MG2 / inverter case 62 in FIG. A housing 87 is installed on the base 89. The tab 72 is provided through the base 89, and one end of the tab 72 that passes through the base 89 is connected to the female terminal 82. The insertion port 83 of the female terminal 81 is provided exposed in the space inside the MG 2 / inverter case 62.

  FIG. 8 is a perspective view showing a process of connecting the IPM to the MG2 terminal block in FIG. Referring to FIG. 8, IPM 27 is provided with a plurality of tabs 71 corresponding to the U phase, V phase, and W phase of motor generator MG2. The tab 71 is provided directly on the IPM 27.

  Referring to FIGS. 6 and 8, when assembling vehicle drive apparatus 20, first, MG2 terminal block 59 is assembled to MG2 / inverter case 62. At the same time that the IPM 27 is assembled in the MG2 / inverter case 62, the tab 71 is inserted into the insertion port 83 of the relay terminals 80U, 80V, 80W. At this time, even if there is an assembly error of the IPM 27 with respect to the MG2 / inverter case 62, there is a margin in the opening width of the insertion port 83 into which the tab 71 is inserted in the longitudinal direction of the insertion port 83. Assembling errors of the IPM 27 can be absorbed. Further, in the short direction of the insertion slot 83, the tab 72 inserted into the insertion slot 84 moves in the longitudinal direction of the insertion slot 84, so that the assembly error of the IPM 27 can be absorbed. As a result, the tab 71 of the IPM 27 can be smoothly connected to the relay terminals 80U, 80V, 80W.

  Although not shown in FIG. 8, relay terminals 80U, 80V, and 80W held by the housing 87 are connected to the other end of the tab 72 that extends to the outside of the MG2 / inverter case 62. . A tab 77 is connected to the relay terminals 80U, 80V, 80W when the motor generator MG2 is assembled to the MG2 / inverter case 62. At this time, an assembly error of the motor generator MG2 with respect to the MG2 / inverter case 62 can be absorbed by the relay terminals 80U, 80V, 80W. Further, the structure of the relay terminal 80 described above may be applied to the MG1 terminal block 58 in FIG.

  FIG. 9 is a diagram showing a modification of the relay terminal in FIG. Only the shape of the female terminal 81 is shown in the figure. With reference to FIG. 9 (A), in this modified example, the female terminal 81 is provided with sandwiching pieces 91 and 92 extending in two forks instead of the leaf spring 83 in FIG. An insertion port 83 is formed between the holding piece 91 and the holding piece 92. The sandwiching pieces 91 and 92 act on the tab 71 inserted in the insertion port 83 by an elastic force in the short direction of the insertion port 83 (direction shown by the arrow 102). Regulate the position of

  Referring to FIG. 9B, the female terminal 81 in this modification has a cross-sectional shape including a plate-shaped bottom portion 95 and a curled portion 94 that rises from the periphery of the bottom portion 95 and curves in a U-shape. Have. An insertion port 83 is formed between the bottom portion 95 and the curled portion 94. The curled portion 94 applies an elastic force along the short direction of the insertion port 83 (the direction indicated by the arrow 102) to the tab 71 inserted into the insertion port 83, and the tab 71 in the short direction of the insertion port 83. Regulate the position of Even in the relay terminal 80 provided in these forms, the above-described effects can be obtained in the same manner by the structure in which the longitudinal direction of the insertion port 83 and the longitudinal direction of the insertion port 84 are orthogonal to each other.

  The relay terminal 80 according to the embodiment of the present invention includes a female terminal 81 as a first female terminal and a female terminal 82 as a second female terminal. The female terminal 81 is formed with an insertion port 83 as a first insertion port that opens in a longitudinal direction and a short direction. A tab 71 as a first male terminal is inserted into the insertion port 83 in a state where the position is regulated in the short direction and the movement is allowed in the long direction. The female terminal 82 is formed with an insertion port 84 as a second insertion port that opens in a longitudinal direction and a short direction. A tab 72 as a second male terminal is inserted into the insertion port 84 in a state where the position is restricted in the short direction and the movement is allowed in the longitudinal direction. The female terminal 81 is provided integrally with the female terminal 82. The female terminal 81 and the female terminal 82 are combined so that the longitudinal direction of the insertion port 83 and the longitudinal direction of the insertion port 84 are orthogonal to each other.

  According to the relay terminal 80 according to the embodiment of the present invention configured as described above, the relay terminal 80 built in the MG terminal block 59 absorbs the assembly error of the IPM 27 with respect to the MG2 / inverter case 62, and the tab of the IPM 27 71 can be smoothly connected to the MG2 terminal block 59. As a result, problems such as poor terminal connection and abnormal stress in the MG2 terminal block 59 can be avoided. Further, it is not necessary to provide a guide for guiding the tab 71 to the insertion port 83 in the MG2 terminal block 59, and an increase in the number of parts and cost can be suppressed.

  In the present embodiment, the present invention is applied to a hybrid vehicle using an internal combustion engine and a battery as power sources. However, the present invention is not limited to this, and a fuel cell hybrid vehicle (FCHV) using a fuel cell and a battery as power sources is used. : Fuel Cell Hybrid Vehicle) or an electric vehicle (EV: Electric Vehicle). In the hybrid vehicle in the present embodiment, the internal combustion engine is driven at the fuel efficiency optimum operating point, whereas in the fuel cell hybrid vehicle, the fuel cell is driven at the power generation efficiency optimum operating point. In addition, the use of the battery is basically the same for both hybrid vehicles.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

It is a circuit diagram which shows the structure regarding the motor generator control of a hybrid vehicle. It is a top view which shows the engine room of a hybrid vehicle. It is a perspective view which shows the relay terminal in embodiment of this invention incorporated in the MG2 terminal block in FIG. It is sectional drawing of the relay terminal along the IV-IV line | wire in FIG. It is sectional drawing of the relay terminal along the VV line | wire in FIG. It is a perspective view which shows the MG2 terminal block in FIG. FIG. 3 is an exploded view showing an MG2 terminal block in FIG. 2. It is a perspective view which shows the process of connecting IPM to the MG2 terminal block in FIG. It is a figure which shows the modification of the relay terminal in FIG.

Explanation of symbols

  21 power control unit (PCU), 60 motor case, 80, 80U, 80V, 80W relay terminal, 81, 82 female terminal, 83, 84 tab, 86 leaf spring, 87 housing, 91, 92 clamping piece, 94 curl part, MG1, MG2 Motor generator.

Claims (5)

A first insertion opening having a longitudinal direction and a short direction is formed, and the first male opening in a state in which a position is regulated in the short direction and movement in the longitudinal direction is allowed in the first insertion opening. A first female terminal into which the terminal is inserted;
A second insertion opening having a longitudinal direction and a short direction is formed, and the second male opening in a state in which the position is regulated in the short direction and movement in the longitudinal direction is allowed in the second insertion opening. A terminal is inserted, and includes a second female terminal provided integrally with the first female terminal,
The relay terminal, wherein the first female terminal and the second female terminal are combined so that the longitudinal direction of the first insertion port and the longitudinal direction of the second insertion port are orthogonal to each other. An elastic member is further provided that applies an elastic force to the first male terminal and the second male terminal, and presses the first male terminal and the second male terminal against the first female terminal and the second female terminal, respectively. ,
The relay terminal according to claim 1, wherein a direction in which an elastic force acts on the first male terminal and the second male terminal coincides with a short direction of the first insertion port and the second insertion port. A plurality of sets of the first female terminal and the second female terminal;
The relay terminal according to claim 1, further comprising: a holding member formed of an insulating material, wherein the plurality of sets of first female terminals and second female terminals are integrally held with a gap therebetween. A vehicle drive device in which the relay terminal according to any one of claims 1 to 3 is used,
A rotating electric machine that generates a driving force;
A power control unit for controlling the rotating electrical machine;
A case body to which the power control unit is fixed;
The vehicle drive device, wherein the first male terminal and the second male terminal are provided in the power control unit and the case body, respectively. The rotating electrical machine is housed in the case body,
The vehicle drive device according to claim 4, wherein the rotating electrical machine and the power control unit are integrated.

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